Internal-combustion engine.



A. ROSNER.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED APR.5,1911.

Patfmted June 23, 1914.

2 SHEETS-SHEET l.

mlnesss MZ 15M. Kme 5mm.

A. ROSNEB..

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED 1111.5, 1911.

Patented 11111523, 1914J 2 SHEETS-'SHEET 2.

UNITED STATES PATENT OFFICE.

ADOLPH ROSNER, OF BRIDGEPORT, CONNECTICUT, ASSIGNOR T0 THE LOCOMOBILE COMPANY OF AMERICA, OF BRIDGEPORT, CONNECTICUT, A CORPORATION OF WEST VIRGINIA.

INTERNAL-COMBUSTION ENGINE.

T0 all 107mm it may concern Be it known that I, ADoLrH ROSNER, a subject of the Emperor of Austria-Hungary, and a resident of Bridgeport, county of Fairfield, State of Connecticut, (whose postotlice address is 1166 Kossuth street, Bridgeport, lConnecticut,) have invented an Improvement in Internal- Combustion Engines, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention relates to internal combustion engines, and particularly to the means for controlling the admission of fuel to the cylinder and vthe exhaust of the Waste gases therefrom.l

The invention will be best understood by reference to the following description when taken in connection with the accompanying illustration of one specific embodiment thereof, while its scope will be more particularly pointed out in the appended claims.,

In the drawings: Figure 1 is a sectional elevation taken through a cylinder of the engine embodying one form of the invention; Fig. 2 shows a slightly modied'arrangement for lixing the inner sleeve within the outer cylinder; Fig. 3 shows another modification; Figs. 4, 5, 6, and 7 are similar sectional elevations of the cylinder showing the piston and valve in dilferent positions; and Fig. 8 is a section on the line 8 8 in Fior. 5.

Referring to the drawings and particularly'to the embodiment of the invention shown in Fig. 1, the engine there illustrated is provided with a main outer cylinder 1 which has the water jacket 2 and is supported upon the crank easing 3. 4A working piston 4 is connectedl by the connecting rod 5 to the crank 6 and crank shaft 7. The rear end of the cylinder space is closed by the cylinder head'8 having the water jacket 9 communicating with the Water jacket 2 of the cylinder and having also the centrally arranged spark plug 10.

In the described embodiment of the invention. the cylinder 1 is provided at one side with an admission port 11 openingfrom an admission chamber 12, such portextending part way around. said cylinder, the latvSpecification of Letters Patent.

Application led April 5, 1911.

Patented June 23, 1914. seriai No. 619,036.

ter being provided on the opposite side with a similar exhaust port 13 opening from the exhaust chamber 14.

In the described embodiment of the invention the pistone works in direct sliding contact with the Walls ofv an inner sleeve or lining cylinder 15, which sleeve has ports 16 and 17 in fixed registration with the admission and exhaust ports 11 and 13 of the outer cylinder and such inner sleeve or cylinder is rigidly heldin fixed relation to the outer cylinder and to the cylinder head, the rear or upper end of the sleeve terminating for that purpose in a flanged wall 18 which overlies the rear end of the outer cylinder and is bolted fast between the outer cylinder and the over ying flanges of the cylinder head. l

To control communication between the ports 16 and 17 of the inner cylinder and the ports 11 and 13 respectively in the outer cylinder, there is provided valve means in sleeve form working in an annular space provided between the inner and outer cylinders. Such sleeve-valve means herein comprises two. separate sleeve sections 19 and 20, the former controlling communication between the inlet port 11 and the working space of the engine, and the latter controlling communication between the exhaust or outlet port 13 and the working space of the engine. lVhile sections of different extent "or proportions might be employed, herein each sleeve section is semi-circular, the edges of one (see Fig. 8) being in`sliding abutment against the edges of the other. The sleeve section 19 has a port 21, and the section 2O .a port 22, which are `brought into and out of registration with the admission and exhaust ports 11 and 13, respectively, and thereby control the admission and exhaust. The sleeve sections may be actuated.

by any suitable means in timed relation to the movements of the piston and with reference to the admission, compression, firing and exhaust. Herein the sleeve 19. has its forward end which projects beyond the body ofthe cylinder 1 jointed to the connecting Vrod 23, the latter being eccentrically connected to a countershaft'24 driven from the crank shaft 7 through the gears 25, 26 and 27. This driving mechanism eausesione full reciprocation4 of the sleeve for each double reciprocation of the piston.` The sleeve 20 is similarly connected throughv the connecting rod 28 to the countershaft 29, the latter being driven through the gears 25, 30 and 31 at a similarly reduced rate of speed, the eccentrics for the two sleeves, however, being so adjusted as to give the required stroke to the sleeves and the required'relation to their respective ports for all positions of the piston. Preferably, though not necessarily, there is provided a supplemental port for the exhaust and herein also asupplemental port for the admission. Herein the inner and outer cylinders are provided with eX- haust ports 32 and 33, respectively, connecting with a continuation of the exhaust space 14. These ports, which are in fixed registration, are adapted to be uncovered by the piston nearthe end of its working stroke and may be placed in communication when the port 34 in the sleeve 20 is brought into registration therewith. On the opposite side of the cylinder thereare also provided the admission ports 35 and 36 in the inner and outer cylinders, respectively, thelatter communicating with a continuationof the admission space 12, these ports being placed in communication when the port 37 formed in the sleeve 19 is brought into registration therewith.

` The operation of the valves will be clear from an inspection of Figs 4 to 7. In Fig. 4 the piston is shown as having completed the exhaust stroke and about to commence the return or admission stroke'. Both supplemental admission and exhaust ports arel covered by the piston, the exhaust port 13 having just been closed by the sleeve 20 which is moving forward, the admission port 11 just being opened by the sleeve 19 which is moving back. As the piston moves forward the port 11 is opened wider, the sleeves assuming the position represented in Fig. 5 when the forward stroke of the piston is completed. At this point the forward supplemental ports have been exposed by theV piston and the sleeve 19 has opened the forward admission port, while the supplemental exhaust port is closed by the sleeve 20. At this time the sleeve 19 has commenced to move forward again and the sleeve 20 has not uite completed its forward movement. move back the rear admisslon port 11 is vquickly closed by the valve and the piston covers the supplemental admission port, the subsequent backward movement of the piston serving to compress the mixture. The completion of the compression stroke is represented in Fig. 6. At this time Fall ports are closed, the sleeve 19 still continuing its forward movement while the sleeve 20 has commenced its backward movement. The charge having been fired, the piston moves on its working stroke,thecompletion of which lseparated s the piston starts tol is represented in Fig. 7 At that point the sleeve 19 has commenced its backward movement, the sleeve 20 has nearly completed its backward movement and has partly opened the main exhaust port 13 and completely opened the supplemental exhaust port 33 which latter is now uncovered by the piston. This results in a rapid clearing of the waste gases and on the backward movement of the piston to the position shown in Fig. 4 the burnt gases are completely expelled through the rear or main exhaust port 13.

Since the inner and outer cylinder and Y the cylinder head are bolted or otherwise held in ixed and rigid relation each to the other, the annular space or chamber in which the rear end of the sleeve works can be effectively closed and packed against the escape of gases which may pass up into such space between the sleeve and the walls of the cylinder head and through leakage therefrom reduce the working pressure of the compression pressure attainable in the cylinder. The sleeve sections, being split or and exposed to the internal pressure of the cylinder space, dially outward affording-a tight joint at and about the ports during the compression and working strokes, thereby preventing leakage. The greater the internal pressure and the greater the necessity for a tight fitting valve, the more do these valves tend to resist a tendency to leakage., This particular tendency of the sleeve sections to expand or press outwardly against their seats under the working pressure of the cylinder in conjunction with the rigid relation of the cylinder head and the two .cylinders prevents all leakage in and about the ports 11 and 13 or in `and about the rear ofthe annular val-ve space so that all leakage is reduced to a minimum.

It will be seen that the rear end of each sleeve works in an annular chamber between the outer cylinder walls and the rentrant walls of the cylinder head, the sleeve being in immediate contact with the walls of the outer cylinder and the walls of the inner fixed cylinder. In Fig. 2 precisely the same result is secured by constructing the inner fixed sleeve or lining 3S as an integral part of the cylinder head 39 so that the rear ends of the sleeve sections 19 and 2() work in direct contact with the walls' of the cylinder` head. In Fig. 3 a slightly different construction is shown precisely the same conditions for the prevention of leakage' however being secured by constructing the sleeve, herein designated as 40, with a lower {iange 41 by means of which it is ixedly placed between the outer cylinder and the crank casing. In this case the rentrant walls of the cylinder head together with the separate walls of the inner sleeve constitute in effect the inner cylinder, the ports 16 and are pressed rav Aeo raconte 17 in Fig. 1 being formed by the open space 42 which separates the inner sleeve 4:0 and the cylinder head. i

It is obvious that the sleeve sections might ,be operated by means of cams, although herein they are shown actuated through eccentrics. l y

While l have herein shown and described for purposes of illustration one specific form of the invention, it is to be understood that the latter is not limited to the precise censtruction of features disclosed nor to the form or relative arrangements of parts nor to the particular type of engine described, but that extensive modifications may be made in the illustrated embodiment of the invention without departing from the spirit thereof.

Claires:

1. ln an internal combustion engine, the combination with an outer cylinder, an inner cylinder xedly positioned within said outer cylinder, said cylinders having 'exhaust openings and also inlet openings near the rear end of the working cylinder space and supplemental inlet openings near the forward end of .the working cylinder space,

and sleeve section valves working in thespace between said inner and outer cylinders and adapted to control said inlet and exhaust openings and also said supplemental openings.

2. ln an internal combustion engine, the combination with an inner and an outer cylinder, a working piston in said inner cylinder, inlet openings in said cylinder near the rear of the working cylinder space, supplemental inlet openings near the forward end of the working cylinder space, and a segmental slide valve working between the inner and outer cylinder and controlling the A passage of fuel through said openings.

3.' In an internal combustion engine the combination with a cylinder and a working piston, said cylinder having an admission outer cylinder, a working piston, inlet ports in fixed registration in inner and outer cylinders, exhaust ports also in fixed registration in said inner and outer cylinders, supplemental inlet and exhaust ports for said inner and outer cylinders, and sleeve valve means controlling said ports.

5. ln an internal combustion engine the combination with an outer cylinder, a fixed inner cylinder within said outer cylinder, separate segmental slide valves arranged between said xed inner and outer cylinders, admission and exhaust ports in said cylinders controlled by said valves, and a cylinder head having a ange whereby it is bolted to said vouter cylinder, said fixed inner cylinder also having a flange held between the head and said outer cylinder. 6. ln an internal combustion engine the combination with a cylinder and a working piston, said cylinder having admission and exhaust ports near the rear of the working cylinder space, a supplemental port near the forward end of the working cylinder space, and a pair of segmental slide valves controlling one the admission and the other the exhaust.

In testimony whereof, l have signed my- ADOLPH RosNnn.

Witnesses: .WiL S. TEEL, J r.

LAURENCE A. J ANNEY. 

